JP5398317B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device that is disposed in the middle of a power transmission system from an engine of a vehicle to a wheel and that can selectively transmit or block the driving force of the engine to the wheel.

  Conventional vehicle power transmission devices (automatic transmissions) include those equipped with a torque converter (a so-called torque converter type starting type) and those equipped with a starting clutch (so-called starting clutch type). Have been proposed). Among these, the torque converter type automatic transmission of the torque converter type can improve the starting performance by the torque amplification function of the torque converter at the time of starting. On the other hand, in the starting clutch type starting type automatic transmission, power transmission efficiency can be improved because there is no slip like a torque converter during steady running, for example.

  However, as disclosed in Patent Document 1, for example, a torque converter type automatic transmission with a lockup clutch added has been proposed. Such a lock-up clutch usually has a clutch piston connected to a turbine in a torque converter, and the clutch piston moves between a connected position where it abuts against the inner peripheral wall of the torque converter cover and a separated non-connected position. The torque converter cover and the turbine are configured to be directly connected via the clutch piston when in the connected position.

  By the way, from the viewpoint of improving fuel efficiency and environmental problems, as disclosed in Patent Document 2, a vehicle having a torque converter has an idle stop function that automatically stops the engine when the vehicle stops. Has been proposed. This vehicle includes a continuously variable transmission (a so-called CVT transmission) and is operated by the driving force of the engine to supply oil to the continuously variable transmission, the clutch means, and the torque converter. And an oil pump that can operate the continuously variable transmission, the clutch means, and the torque converter.

JP 2005-3193 A JP 2000-328980 A

  However, in the above-described conventional power transmission device, when the vehicle is in a fuel cut state during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the transmission ratio of the continuously variable transmission is changed (next start Since it is necessary to change the gear ratio to a high level in preparation for the occasion, it is necessary to temporarily increase the engine speed by returning to fuel cut (resuming fuel injection), and the fuel efficiency will be worsened accordingly. There was a problem.

  In other words, when the vehicle speed falls below a predetermined value, the engine speed is significantly reduced, the oil pump operation is reduced, and the speed change ratio cannot be changed by the continuously variable transmission. Therefore, it was necessary to temporarily increase the engine speed and operate the oil pump sufficiently. In particular, in a vehicle to be idle-stopped, the engine is stopped when the vehicle is stopped, so that the continuously variable transmission cannot be operated. Therefore, in preparation for the next start, the gear ratio is changed to a high value when decelerating. There is a need.

  If an electric oil pump is provided separately from the oil pump, the gear ratio of the continuously variable transmission can be changed satisfactorily while driving regardless of the engine speed (vehicle speed) without performing fuel cut recovery. Although it seems to be possible, there is a problem that the cost increases due to the addition of the electric oil pump.

  The present invention has been made in view of such circumstances, and is applied to a vehicle that includes a torque converter and that is idle-stopped, and can improve fuel efficiency without performing fuel cut recovery during the deceleration of the vehicle. Another object of the present invention is to provide a power transmission device that can reduce the cost by eliminating the need for an electric oil pump.

  The invention according to claim 1 is a torque converter having a torque amplification function, a first power transmission state in which the driving force of the engine is transmitted to the wheels via a drive transmission system of the torque converter, and driving of the torque converter Clutch means that can be in a second power transmission state that transmits the driving force of the engine to the wheels without passing through a transmission system, and is operated by the driving force of the engine to supply oil to the clutch means and the torque converter; An oil pump that can operate the clutch means and the torque converter, a continuously variable transmission that is supplied with oil from the oil pump, operates a pulley by the oil pressure of the oil, and is capable of continuously changing a gear ratio; The clutch means is optionally operated according to the state of the vehicle, and the first power transmission state or second The clutch control means that can be in a force transmission state, and the engine is automatically stopped and idle-stopped on condition that the vehicle is below a predetermined vehicle speed, and the engine is operated on the condition that the accelerator is depressed in the idle-stop state. A power transmission device comprising an engine control means that can be started, wherein the torque generated by the oil pump when the vehicle speed is reduced to a predetermined value or less when the engine is fuel cut during deceleration of the vehicle. An adjustment means is provided that can limit or prohibit the amount of oil supplied to the converter and prioritize the supply of oil to the clutch means and the continuously variable transmission.

  According to a second aspect of the present invention, in the power transmission device according to the first aspect, the adjusting means limits or prohibits a first supply path for supplying oil at a normal time to the torque converter, and a supply amount of the oil. It comprises a hydraulic valve mechanism having a second supply path and a valve for opening and closing the first supply path by hydraulic pressure.

  According to a third aspect of the present invention, in the power transmission device according to the second aspect, the valve is constantly urged in a direction to close the first supply path.

  According to a fourth aspect of the present invention, in the power transmission device according to any one of the first to third aspects, the fuel transmission device according to any one of the first to third aspects includes a pressure accumulating unit capable of accumulating oil and fuel cut with respect to the engine in a deceleration process of the vehicle. When the vehicle speed becomes equal to or less than a predetermined value, the oil accumulated by the pressure accumulating means can be released and supplied to the clutch means and the continuously variable transmission.

  According to a fifth aspect of the present invention, in the power transmission device according to any one of the first to fourth aspects, the clutch means is operated when the vehicle moves forward, and the engine is operated through a drive transmission system of a torque converter. And first clutch means for transmitting driving force to the wheels, and second clutch means for operating when the vehicle moves forward to transmit the driving force of the engine to the wheels without going through the drive transmission system of the torque converter, The clutch control means may be configured to arbitrarily operate the first clutch means and the second clutch means in accordance with the state of the vehicle to be in the first power transmission state or the second power transmission state. In addition, when the vehicle is decelerated during the deceleration process of the vehicle and the vehicle speed becomes equal to or lower than a predetermined value, the clutch control means moves the second clutch. And wherein the actuating stage only.

  According to a sixth aspect of the present invention, in the power transmission device according to the fifth aspect of the present invention, the first transmission coupled to the first clutch means can be rotated by the driving force of the engine via the drive transmission system of the torque converter. A drive shaft; and a second drive shaft that is rotatable by the driving force of the engine without passing through a drive transmission system of the torque converter, and is connected to the second clutch means. The two drive shafts are formed concentrically.

  According to a seventh aspect of the present invention, in the power transmission device according to any one of the first to sixth aspects, the clutch means operates when the vehicle moves forward, and the engine is transmitted via a drive transmission system of the torque converter. Forward clutch means for transmitting the driving force of the engine to the wheels, and lock-up clutch means for transmitting the driving force of the engine to the wheels without going through the drive transmission system of the torque converter. The forward clutch means and the lockup clutch means can be optionally operated in accordance with the state of the first power transmission state or the second power transmission state.

  According to an eighth aspect of the present invention, in the power transmission device according to any one of the first to seventh aspects, the engine control means is provided on the condition that a gear ratio of the continuously variable transmission is a predetermined value or more. It is characterized by idle stop.

  According to the first aspect of the present invention, when the fuel is cut into the engine during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is limited or prohibited. Since oil supply to the clutch means and the continuously variable transmission can be prioritized, it is applied to a vehicle having a torque converter and idling-stopping, and improving fuel efficiency without performing fuel cut return during the vehicle deceleration process. In addition, the electric oil pump is unnecessary and the cost can be reduced.

  According to the second aspect of the present invention, the adjusting means includes the first supply path for supplying the normal time oil to the torque converter, the second supply path for limiting or prohibiting the supply amount of the oil, and the hydraulic pressure. Since it consists of a hydraulic valve mechanism having a valve for opening and closing one supply path, it is possible to switch instantaneously and smoothly between the case where the restriction or the prohibition is not performed.

  According to the invention of claim 3, since the valve is always urged in the direction in which the first supply path is closed, the fuel is cut into the engine during the deceleration of the vehicle, and the vehicle speed is a predetermined value. When the following occurs, the oil supply to the torque converter can be reliably restricted or prohibited regardless of the operation responsiveness of the valve.

  According to the invention of claim 4, the pressure accumulating means capable of accumulating oil is provided, and the pressure accumulating means when the vehicle speed is reduced to a predetermined value or less when the fuel is cut with respect to the engine in the deceleration process of the vehicle. Since the oil accumulated in step S3 can be discharged and supplied to the clutch means and the continuously variable transmission, the oil supply to the clutch means and the continuously variable transmission can be performed more reliably and smoothly.

  According to the invention of claim 5, the clutch means operates when the vehicle moves forward, and the first clutch means that transmits the driving force of the engine to the wheels via the drive transmission system of the torque converter, and operates when the vehicle moves forward. And the second clutch means for transmitting the driving force of the engine to the wheels without going through the drive transmission system of the torque converter, and the clutch control means optionally selects the first clutch means and the second clutch means according to the state of the vehicle. Since it can be selectively operated to be in the first power transmission state or the second power transmission state, the power transmission device can be prevented from becoming complicated and large, and the torque amplification function of the torque converter can improve the starting performance. It is possible to improve power transmission efficiency during steady running. In addition, when the vehicle is decelerated during the deceleration process of the vehicle and the vehicle speed falls below a predetermined value, the clutch control means operates only the second clutch means, so that the oil supply can be more reliably performed. And it can be performed smoothly.

  According to the sixth aspect of the present invention, the first drive shaft that can be rotated by the driving force of the engine via the drive transmission system of the torque converter and is connected to the first clutch means, and the drive transmission system of the torque converter. Since the first drive shaft and the second drive shaft are formed concentrically, the first drive shaft and the second drive shaft can be rotated by the driving force of the engine and connected to the second clutch means. The entire power transmission device can be further reduced in size as compared with a structure in which the drive shaft and the second drive shaft are respectively extended.

  According to the invention of claim 7, the clutch means operates when the vehicle moves forward, and forward clutch means for transmitting the driving force of the engine to the wheels via the drive transmission system of the torque converter, and the drive transmission system of the torque converter And a clutch control means for selectively operating the forward clutch means and the lockup clutch means in accordance with the state of the vehicle. Since it can be in the power transmission state or the second power transmission state, it can be easily applied to a vehicle equipped with lock-up clutch means that has been relatively popular.

  According to the eighth aspect of the invention, the engine control means performs an idle stop on the condition that the gear ratio of the continuously variable transmission is equal to or greater than a predetermined value. Can be secured.

1 is a longitudinal sectional view showing a power transmission device according to a first embodiment of the present invention. Schematic diagram showing the concept of the power transmission device Enlarged view showing clutch means in the power transmission device IV-IV line sectional view in FIG. Enlarged view showing a state in which only the first clutch means is operated as the clutch means in the power transmission device Enlarged view showing a state in which only the second clutch means is operated as the clutch means in the same power transmission device Enlarged view showing a state in which both the first clutch means and the second clutch means are actuated as clutch means in the power transmission device. The schematic diagram which shows the whole structure containing the transmission A in the power transmission device. Block diagram showing details of hydraulic control circuit in the power transmission device Control mode table of clutch control means in the same power transmission device Time chart in the same power transmission device Other time chart in the same power transmission device Flow chart showing control contents of engine control means in the power transmission device Flow chart showing control contents of clutch control means in the power transmission device The block diagram which shows the detail of the hydraulic control circuit in the power transmission device which concerns on the 2nd Embodiment of this invention. Time chart in the same power transmission device The schematic diagram which shows the concept of the power transmission device which concerns on the 3rd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings.
The power transmission device according to the first embodiment is for transmitting or blocking driving force from an engine (driving source) of an automobile (vehicle) to a wheel (driving wheel), as shown in FIGS. 1 and 2. In addition, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, the second drive shaft 6, and the damper mechanism. 7, third clutch means 8, and transmission A (continuously variable transmission 25). FIG. 1 is a longitudinal sectional view showing a main part of the power transmission device according to the present embodiment, and FIG. 2 is a schematic diagram (conceptual diagram) schematically showing the power transmission device according to the embodiment. It is.

  However, as shown in FIG. 2, a torque converter 1 and a transmission 2 are disposed in the middle of a power transmission system from an engine E as a vehicle drive source to wheels (drive wheels D). In addition to the clutch means 3 and the third clutch means 8, the transmission 2 is provided with a transmission A. In the figure, reference numeral 11 denotes an input shaft extending from the engine E, and reference numeral 9 denotes an output shaft 9 extending to the transmission A.

  The torque converter 1 has a torque amplifying function for amplifying torque from the engine E and transmitting the amplified torque to the transmission 2. On the torque converter cover 13 side while facing the pump P, the torque converter covers 1a, 13 containing (hydraulic oil) in a liquid-tight state, the pump P formed on the torque converter cover 1a side and rotating together with the torque converter cover 1a And a turbine T that is rotatably arranged.

  Further, the input shaft 11 is connected to the torque converter cover 13 via the cover member 12. When the input shaft 11 is rotated by the driving force of the engine E and the cover member 12, the torque converter covers 13, 1a, and the pump P are rotated, the rotational torque is amplified to the turbine T side via the liquid (hydraulic oil). Being transmitted. Thus, when the torque is amplified and the turbine T rotates, the first drive shaft 5 spline-fitted with the turbine T rotates and the torque is transmitted to the transmission 2 (first power transmission state). Here, the “drive transmission system of the torque converter” in the present invention refers to a drive transmission system formed by the torque converter cover 1a, the pump P, and the turbine T described above. In the figure, reference numeral 10 indicates a mission case.

  On the other hand, the torque converter cover 13 is connected to a connecting member 14 via a damper mechanism 7 made of a coil spring, and the connecting member 14 is spline-fitted to the outer peripheral surface of the second drive shaft 6. Thus, when the input shaft 11 is rotated by the driving force of the engine E, the cover member 12, the torque converter cover 13, the connecting member 14 and the second drive shaft 6 are rotated, and the driving torque of the engine E is transmitted to the transmission 2. . Thus, according to the second drive shaft 6, it is possible to transmit the driving force to the transmission 2 (second power transmission state) without going through the drive transmission system of the torque converter 1.

  As described above, the first drive shaft 5 can be rotated by the driving force of the engine E via the drive transmission system of the torque converter 1 and is connected to the first clutch means 3a. It can be directly rotated by the driving force of the engine E without going through the drive transmission system of the torque converter 1, and is connected to the second clutch means 3b. Further, in the present embodiment, the first drive shaft 5 is a cylindrical member, and the second drive shaft 6 is rotatably disposed therein, and the rotation axes thereof are the same. Has been. That is, the first drive shaft 5 and the second drive shaft 6 are formed concentrically. As a result, the first drive shaft 5 is rotatable on the outside of the second drive shaft 6, and the second drive shaft 6 is rotatable on the inside of the first drive shaft 5. The first drive shaft 5 and the second drive shaft 6 can be independently rotated by selective operation by the clutch means 3.

The clutch means 3 is operable when the automobile (vehicle) moves forward, and transmits the driving force of the engine E (driving source) to the wheels (driving wheels D) via the driving transmission system of the torque converter 1. The first clutch means 3a that can be in the 1 power transmission state and the driving force of the engine E (drive source) can be transmitted to the wheels (drive wheels D) without going through the drive transmission system of the torque converter 1 to be in the second power transmission state. It has the 2nd clutch means 3b. As shown in FIG. 3, the first clutch means 3a and the second clutch means 3b include a plurality of drive side clutch plates 3aa and 3ba and a driven side clutch plate 3 ab that are slidable in the left-right direction in FIG. 3bb is formed to form a multi-plate clutch.

  However, in the first clutch means 3a, the driving-side clutch plate 3aa is formed on the interlocking member 15 that is connected to and interlocked with the first driving shaft 5, and the driven-side clutch plate 3ab is formed on the housing 17, and these Drive side clutch plates 3aa and driven side clutch plates 3ab are alternately stacked. As a result, the adjacent drive side clutch plate 3aa and driven side clutch plate 3ab can be pressed against or separated from each other. FIG. 5 shows a state where the first clutch means 3a is operated and the driving side clutch plate 3aa and the driven side clutch plate 3ab are in pressure contact with each other.

  Further, in the second clutch means 3b, a driving side clutch plate 3ba is formed on the interlocking member 16 that is connected to and interlocked with the second driving shaft 6, and a driven side clutch plate 3bb is formed on the housing 17, and these The driving side clutch plate 3ba and the driven side clutch plate 3bb are alternately stacked. As a result, the adjacent drive side clutch plate 3ba and driven side clutch plate 3bb can be pressed against or separated from each other. FIG. 6 shows a state in which the second clutch means 3b is operated and the driving side clutch plate 3ba and the driven side clutch plate 3bb are in pressure contact with each other. However, the term “separation” here means not only physical separation but also a state where the pressure contact is released, and the driving force is transmitted in the pressure contact state, and the transmission of the driving force is interrupted in the separation state. Is done.

  In addition, as shown in FIG. 3, the clutch means 3 includes a first clutch means 3a, a second clutch means 3b, and 2 corresponding to the first clutch means 3a and the second clutch means 3b in the same housing 17. The first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the oil pressure for operating the hydraulic pistons P1 and P2 while having two hydraulic pistons P1 and P2.

  That is, by injecting hydraulic oil into the hydraulic chamber S1 between the casing 17 and the hydraulic piston P1, the hydraulic piston P1 moves to the right in the figure against the urging force of the return spring 3c, and at its tip. The first clutch means 3a is pressed so that the driving side clutch plate 3aa and the driven side clutch plate 3ab are pressed against each other. As shown in FIG. 4, the driving side clutch plate 3ba and the driven side clutch plate 3bb in the second clutch means 2b are formed with irregular shapes on the periphery thereof, and the tip of the hydraulic piston P1 is inserted in the concave portion. It is configured to be.

  Further, by injecting hydraulic oil into the hydraulic chamber S2 between the hydraulic piston P1 and the hydraulic piston P2, the hydraulic piston P2 moves to the right in FIG. 3 against the urging force of the return spring 3c, and at its tip. The second clutch means 3b is pressed so that the driving side clutch plate 3ba and the driven side clutch plate 3bb are pressed against each other. Thereby, the first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1, P2. Incidentally, reference numeral 21 in the figure denotes a stopper provided on the first clutch means 3a side and the second clutch means 3b side. By providing the stopper 21 on the second clutch 3b side, the second clutch means 3b and the first clutch means 3a can be operated independently of each other.

  The casing 17 constituting the clutch means 3 is connected to an interlocking member 18 on which a gear G1 is formed, and the gear G1 is configured to mesh with a gear G2 formed on the output shaft 9. Thereby, the driving force of the engine E transmitted by the first clutch means 3a or the second clutch means 3b reaches the interlocking member 18 via the housing 17 and is transmitted to the output shaft 9. .

  The oil pump 31 is operated by the driving force of the engine E to supply oil (hydraulic oil) to the clutch means 3 (first clutch means 3a and second clutch means 3b) and the torque converter 1 (described below, continuously variable). The same applies to the transmission 25), and the clutch means 3 and the torque converter 1 can be operated. That is, the oil pump 31 can discharge oil by using the driving force of the engine E so that it always operates when the engine E is driven and stops when the engine E is stopped. It has become.

  The clutch control means 4 selectively injects hydraulic pistons P1 and P2 by injecting hydraulic oil into the hydraulic chamber S1 or S2 at a predetermined pressure according to the state of the automobile (vehicle) (vehicle speed, vehicle body inclination angle, etc.). The first clutch means 3a or the second clutch means 3b is optionally operated by operating the engine E (drive wheel D) to drive the driving force of the engine E (drive source) via the drive transmission system of the torque converter 1. Can transmit the driving force of the engine E (drive source) to the wheels (drive wheels D) without passing through the drive transmission system of the torque converter 1 (second power transmission state). It is.

  On the other hand, the third clutch means 8 is composed of a multi-plate clutch, and transmits the driving force of the engine E (drive source) to the wheels (drive wheels D) via the drive transmission system of the torque converter 1 when the vehicle moves backward. belongs to. That is, when the shift lever of the vehicle is operated to set the R range (reverse), the idle gear is between the gear G3 formed on the interlocking member 15 and the gear G4 formed on the interlocking member 19 on the output shaft 9 side. (Not shown) intervenes and meshes so that the driving force of the engine E reaches the third clutch means 8.

  Similar to the first clutch means 3a and the second clutch means 3b, the third clutch means 8 has a housing 20 that is connected to and interlocked with the output shaft 9, and a hydraulic piston P3 is provided in the housing 20. In addition, the drive side clutch plates 8a and the driven side clutch plates 8b are alternately stacked. Thus, the drive side clutch plate 8a and the driven side clutch plate 8b can be pressed against or separated from each other by the operation of the hydraulic piston P3.

  The engine control means 22 automatically stops the engine E and idle-stops on the condition that the vehicle (vehicle) has become a predetermined vehicle speed or less (a vehicle speed between just before the stop and until the stop), The engine E can be started on condition that the brake operation is released or the accelerator is depressed in the idle stop state, and is formed in an ECU (not shown) for controlling the engine E, for example. That is, the ECU controls the overall control of the engine E, whereas the engine control means 22 controls the idle stop operation. The conditions for starting the engine E after the idle stop may be other conditions such as when the vehicle speed increases, or a combination of these various conditions.

  According to the above embodiment, the first clutch means 3a or the second clutch means 3b is optionally operated according to the state of the vehicle, and the driving force of the engine E is transmitted to the wheels via the drive transmission system of the torque converter 1. Since the clutch control means 4 capable of transmitting the driving force of the engine E to the wheels (driving wheels D) without passing through the driving transmission system of the torque converter is provided, the power transmission device is complicated. In addition, it is possible to suppress the increase in size, improve the starting performance by the torque amplification function of the torque converter 1, and improve the power transmission efficiency during steady running. In addition, according to this embodiment, a lockup clutch can be made unnecessary.

  In addition, since the first drive shaft 5 and the second drive shaft 6 are formed concentrically, the first drive shaft 5 and the second drive shaft 6 are respectively extended (two are provided side by side) The whole power transmission device can be further reduced in size as compared with the above. Further, since the second drive shaft 6 is connected to the engine E via the damper mechanism 7 that can attenuate the torque fluctuation, the vibration of the engine E transmitted to the second clutch means 3b can be attenuated.

  Further, the clutch means 3 has a first clutch means 3a, a second clutch means 3b, and two hydraulic pistons P1, P2 corresponding to the first clutch means 3a and the second clutch means 3b in the same housing 17. At the same time, the first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1 and P2, thereby further simplifying the entire power transmission device. And can be miniaturized.

  By the way, the transmission A in the present embodiment is a continuously variable transmission (so-called CVT). Specifically, as shown in FIG. 8, the second clutch means 3b of the clutch means 3 and the wheels (drive) are in the middle of the power transmission system from the vehicle drive source (engine E) to the wheels (drive wheels D). The continuously variable transmission 25 is interposed between the wheel D) and the wheel D).

  The continuously variable transmission 25 has two pulleys Q1 and Q2 and a belt V suspended between them. The hydraulic control circuit 24 operates the movable sheaves of the pulleys Q1 and Q2 independently of each other. The diameter of the belt V suspension is changed to perform a desired speed change. The continuously variable transmission 25 is configured so that oil (operating oil) is supplied from the oil pump 31 and the movable sheaves of the pulleys (Q1, Q2) can be operated by the oil pressure of the oil. On the other hand, the continuously variable transmission 25 has clutch control means 4 electrically connected to a brake switch S1 of a brake pedal, a position sensor S2 of a shift lever, an engine control means 22 and the like in the vehicle. Control by the hydraulic control circuit 24 is performed by the clutch control means 4. In the figure, symbol S3 indicates a throttle opening sensor of an accelerator pedal in the vehicle.

  Thus, there is no step between the second clutch means 3b of the clutch means 3 and the drive wheel D in the middle of the power transmission system from the vehicle engine E (drive source) to the drive wheel D (wheel). Since the transmission 25 is installed, the second clutch means 3b serves as a clutch for moving the vehicle forward and a clutch for transmitting the driving force of the engine E to the driving wheels D without passing through the drive transmission system of the torque converter 1. be able to. In the figure, the symbol F indicates a differential gear provided in the vehicle. Reference numeral S4 is an engine rotation sensor for detecting the rotation speed of the engine E, S5 is a speed sensor for detecting the rotation speed of the first drive shaft 5, and S6 is the clutch means 3 (second clutch means 3b in this embodiment). A hydraulic switch for detecting the oil pressure, S7 indicates a secondary shaft speed sensor, and S8 indicates a countershaft speed sensor.

  As shown in FIG. 9, the hydraulic control circuit 24 mainly includes an oil passage and a valve for connecting the oil pump 31 and an oil supply target (torque converter 1, clutch means 3, etc.), and a solenoid for opening and closing the valve. Has been. In the figure, reference numeral 26 denotes a regulator valve that regulates the line pressure, and reference numeral 27 denotes a linear solenoid (LSB) 27 that controls the control pressure of the regulator 26. Reference numeral 32 denotes a manual valve that switches the supply path in accordance with the transmission range (P, R, N, D), and reference numeral 28 denotes a linear solenoid (LSA) that controls the clutch pressure. The linear solenoid (LSA) 28 controls the clutch pressure for the clutch means 3 in the D range, the RVS CLUTCH clutch pressure in the R range, and the line pressure at which the regulator valve regulates the pressure using the linear solenoid (LSB) 27. Can be controlled.

  Here, in the present embodiment, the adjusting means 23 is connected in the middle of the oil circulation path from the oil pump 31 to the torque converter 1. The adjusting means 23 supplies the oil to the torque converter 1 by the oil pump 31 when the fuel is cut (fuel supply is stopped) to the engine E in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value or less. The amount can be limited, and the supply of oil to the clutch means 3 and the continuously variable transmission 25 can be prioritized.

  Specifically, the adjusting means 23 includes a first supply path 23a that supplies oil to the torque converter 1 at a normal time, and a second supply path 23b in which an orifice 23ba is formed to limit the supply amount of the oil. The hydraulic valve mechanism includes a valve 23c that opens and closes the first supply path 23a by hydraulic pressure. The opening / closing operation of the valve 23 c is performed by a solenoid (SHA) 29 and a solenoid (SHB) 30. In addition, the adjusting means 23 according to the present embodiment is always urged in the direction in which the valve 23c is closed by the spring so that the first supply path 23a is closed. In this embodiment, the adjustment means 23 is in a state where the fuel is cut with respect to the engine E in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value or less. Although the supply amount is limited, the supply amount of the oil is prohibited and no oil is supplied to the torque converter 1, and the clutch means 3 (second clutch means 3b in this embodiment) and the continuously variable The oil supply to the transmission 25 may be prioritized.

  However, as shown in FIG. 10, the clutch control means 4 can arbitrarily operate the hydraulic valve mechanism constituting the adjusting means 23 by controlling the solenoid (SHA) 29 and the solenoid (SHB) 30 according to the set mode. It is configured as follows. In the figure, the mark mark indicates that the solenoid is electrically turned on, the cross mark indicates that the solenoid is electrically turned off, and the "line pressure" indicates that the line pressure is directly input to the clutch means 3. "LSA" and "LSA" indicate that the linear solenoid valve (LSA) 28 controls the clutch pressure.

  FIG. 11 shows a time chart of control by the clutch control means 4 in the process of deceleration, stop and acceleration of the vehicle. According to this time chart, when the vehicle E is fuel cut in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value (second vehicle speed Vb in the figure) or less, the torque converter 1 by the oil pump 31 is used. It can be seen that the amount of oil supplied to the engine is limited, and oil supply to the clutch means 3 and the continuously variable transmission 25 is prioritized.

  Further, in the present embodiment, when the vehicle is defueled during the deceleration process of the vehicle and the vehicle speed becomes equal to or lower than a predetermined value (second vehicle speed Vb in the figure), the clutch control means 4 performs the second operation. Only the clutch means 3b is operated. When the vehicle speed further decreases to a predetermined value (first vehicle speed Va in the figure), the operation of the second clutch means 3b is stopped and the idle stop state is set. Thus, when the vehicle is defueled during the deceleration process of the vehicle and the vehicle speed becomes equal to or lower than a predetermined value (second vehicle speed Vb in the figure), the clutch control means 4 performs the second clutch means 3b. Therefore, the oil supply to the second clutch means 3b can be more reliably and smoothly performed than the oil supply to both the first clutch means 3a and the second clutch means 3b.

  Furthermore, in the present embodiment, the engine control means 22 performs an idle stop on the condition that the gear ratio of the continuously variable transmission 25 is equal to or greater than a predetermined value (a gear ratio required for starting the vehicle). ing. As a result, it is possible to appropriately ensure the starting driving force when starting the engine after the idle stop.

  Instead of the adjusting means 23, for example, as shown in FIG. 12, between the second vehicle speed Vb and the first vehicle speed Va, the linear solenoid valve (LSB) 27 is controlled to increase the line pressure adjusted by the regulator valve 27. You may do it. Even in this case, it is preferable to control the regulator valve 27 so that the line pressure is returned to the normal value when the first vehicle speed Va is reached and the engine is in the idling stop state (see the line pressure setting item in the figure).

Next, the control content of the engine control means 22 in the above embodiment will be described based on the flowchart of FIG.
First, it is determined whether or not the ignition is turned on (S1). If the ignition is on, the process proceeds to S2 to determine whether or not the engine is idling. If it is determined that the engine is idling, it is determined whether or not the accelerator pedal is depressed (S3). If it is determined that the accelerator pedal is depressed, the process proceeds to S4 and the engine is started. The

  On the other hand, when it is determined in S3 that the accelerator pedal is not depressed, it is determined whether or not the vehicle speed is increased by proceeding to S5. If there is an increase in the vehicle speed, the process proceeds to S4 and the engine is started. If there is no increase in the vehicle speed, the process proceeds to S6 and it is determined whether or not the idle stop time has elapsed. If the idle stop time has elapsed in S6, the process proceeds to S4 and the engine is started. If the predetermined time has not elapsed, the process proceeds to S7 and it is determined whether the vehicle speed is 0 (that is, the vehicle is stopped). The If it is determined in S7 that the vehicle speed is 0, the process proceeds to S8 to determine whether or not the brake is off. If the brake is off, the process proceeds to S4 and the engine is started.

  However, if it is determined in S2 that the engine is not idling, the process proceeds to S9 to determine whether or not the engine is being started. If it is determined that the engine is being started, the process proceeds to S10 and whether or not the engine has been started. It is determined whether or not. If it is determined in S10 that the engine start is completed, the process proceeds to S11 to perform engine operation (engine drive). If it is determined that the engine start is not completed, the process proceeds to S4 and the engine is started. A start is made.

  If it is determined in S9 that the engine is not being started (that is, the engine is operating), the routine proceeds to S12, where it is determined whether or not the ratio of the continuously variable transmission (automatic transmission 25) is equal to or greater than a predetermined value. If the ratio is greater than or equal to the predetermined value in S12, the process proceeds to S13 and whether or not the idle stop condition (various conditions such as vehicle speed is lower than the predetermined value, water temperature and oil temperature are higher than the predetermined value, no failure, etc.) is established. If the ratio is not equal to or greater than the predetermined value, the process proceeds to S11 to perform engine operation (engine drive). If it is determined in S13 that the idle stop condition is satisfied, the process proceeds to S14 to enter the idle stop state.

Next, the control content of the clutch control means 4 in the above embodiment will be described based on the flowchart of FIG.
First, it is determined whether or not the engine is idling stop (S1). If the engine is idling, the second clutch means 3b is turned off (S2), the first clutch means 3a is turned off (S3), and the torque converter 1 is turned on. The flow rate is turned off (S4). However, if it is determined in S1 that the engine is not idling, the process proceeds to S5 to determine whether or not the engine is being started. If the engine is being started, the process proceeds to S6 and a predetermined time has elapsed since the engine was started. It is determined whether or not.

  If the predetermined time has not elapsed since the engine start in S6, the process proceeds to S7, where it is determined whether or not the engine speed is equal to or greater than a predetermined value. If the engine speed is not equal to or greater than the predetermined value, the process proceeds to S8 and hydraulic pressure is determined. It is determined whether or not the switch S6 (detection means) is on. Further, when the hydraulic switch S6 (detection means) is not turned on, the routine proceeds to S9, where it is determined whether or not the clutch slip ratio is greater than or equal to a predetermined value. The means 3b is activated. After the second clutch means 3b is operated in S10, the process proceeds to S3 and S4.

  On the other hand, if it is determined in S6 that the predetermined time has elapsed since the engine start, if it is determined in S7 that the engine speed is equal to or greater than the predetermined value, the hydraulic switch S6 (detection means) is turned on in S8. If it is determined that the clutch slip ratio is greater than or equal to the predetermined value in S9, the process proceeds to S11 to operate the second clutch means 3b. Thereafter, after the first clutch means 3a is operated in S12, the flow rate to the torque converter 1 is turned on in S13.

  If it is determined in S5 that the engine is not being started (that is, the engine is operating), the process proceeds to S14 to determine whether or not the accelerator is off. If the accelerator is off, the process proceeds to S15 and whether or not the vehicle is decelerating. Is determined. If it is determined in S15 that the vehicle is decelerating, the process proceeds to S16 to determine whether or not the vehicle speed is lower than the predetermined (second speed Vb). If the vehicle speed is lower than the second speed Vb, the process proceeds to S17. Then, the second clutch means 3b is turned on to operate, the first clutch means 3a is turned off in S18, and the flow rate to the torque converter 1 is turned off in S19. If it is determined in S14 that the accelerator is not off (on), it is determined in S15 that the accelerator is not decelerating, and it is determined in S16 that the vehicle speed is not lower (higher) than the predetermined (second speed Vb). After proceeding to S11 and operating the second clutch means 3b, the routine proceeds to S12 and S13.

  According to the above embodiment, when the vehicle E is fuel cut in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value (second vehicle speed Vb) or less, the oil pump 31 supplies oil to the torque converter 1. Since the supply amount can be limited (or prohibited) and priority can be given to the oil supply to the clutch means 3 (second clutch means 3b in the present embodiment) and the continuously variable transmission 25, the torque converter 1 is provided, and It is applied to a vehicle that is idle-stopped, and can improve fuel efficiency without performing fuel cut recovery during the deceleration of the vehicle, and can reduce cost by eliminating the need for an electric oil pump.

  Further, the adjusting means 23 includes a first supply path 23a for supplying oil to the torque converter 1 at a normal time, a second supply path 23b for limiting or prohibiting the supply amount of the oil, and the first supply path by hydraulic pressure. Since it comprises a hydraulic valve mechanism having a valve 23c that opens and closes 23a, it is possible to switch instantaneously and smoothly between the case where the oil supply to the torque converter 1 is restricted or prohibited and the case where the oil is not restricted or prohibited. . Furthermore, since the valve 23c is always urged by a spring in a direction to close the first supply path 23a, the fuel is cut into the engine during the deceleration of the vehicle, and the vehicle speed is set to a predetermined value ( When the second vehicle speed Vb) or less is reached, since the pump speed is low, even when the control pressure is reduced, the oil supply to the torque converter 1 is surely limited or prohibited regardless of the set operating pressure of the valve 23c. be able to.

Next, a second embodiment of the present invention will be described.
As in the first embodiment, the power transmission device according to the present embodiment is for transmitting or blocking driving force from an engine (driving source) of an automobile (vehicle) to wheels (driving wheels). As shown in FIG. 2, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, and the second drive It mainly includes a shaft 6, a damper mechanism 7, a third clutch means 8, and a transmission A (continuously variable transmission 25). In addition, the same code | symbol is attached | subjected to the component similar to 1st Embodiment, and those detailed description is abbreviate | omitted.

  In this embodiment, as shown in FIG. 15, the pressure accumulating means 33 is connected from the oil pump 31 to the middle of the oil circulation path of the clutch means 3. The pressure accumulating means 33 is composed of an accumulator capable of accumulating oil, and when the vehicle speed becomes a predetermined value (second vehicle speed Vb) or less when the fuel E is cut with respect to the engine E in the vehicle deceleration process. The oil accumulated in the pressure accumulating means 33 can be discharged and supplied to the clutch means 3 (particularly the second clutch means 3b in the present embodiment) and the continuously variable transmission 25. By providing the pressure accumulating means 33, oil supply to the clutch means 3 and the continuously variable transmission 25 can be performed more reliably and smoothly. In the figure, reference numeral 34 denotes a check valve.

  Note that the timing of releasing the oil accumulated by the pressure accumulating means 33 is not limited to the time point when the vehicle speed becomes equal to or lower than the predetermined value (second vehicle speed Vb) as described above. For example, as shown in the time chart of FIG. It is good also as the time (after idle stop start) when it became 1 vehicle speed Va or less. In this case, the continuously variable transmission 25 is preferably controlled so that its speed ratio is kept constant, whereby the required pressure for accumulating can be reduced and the capacity of the accumulating means 33 can be reduced. Furthermore, in this embodiment, when starting the engine E after the idle stop, the adjusting means 23 is operated by controlling on / off of the solenoid (SHA) 29 and the solenoid (SHB) 30, and the oil pump 31 The amount of oil supplied to the torque converter 1 is limited, and oil supply to the clutch means 3 is prioritized.

  The pressure accumulating means 33 is connected in the middle of the oil flow path of the clutch means 3 from the oil pump 31 and is in a fuel cut state with respect to the engine E during the deceleration of the vehicle so that the vehicle speed is equal to or less than a predetermined value (second vehicle speed Vb). Any other form may be used as long as it can release the accumulated oil and supply it to the clutch means 3 and the continuously variable transmission 25.

Next, a third embodiment of the present invention will be described.
As in the first and second embodiments, the power transmission device according to this embodiment is for transmitting or interrupting the driving force from the engine (drive source) of the automobile (vehicle) to the wheels (drive wheels). As shown in FIG. 17, the torque converter 1, the clutch means 3 ′, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the damper mechanism 7, and the vehicle are operated when the vehicle is moving backward. The reverse clutch means 3′c and the transmission A (the continuously variable transmission 25) are mainly included. In addition, the same code | symbol is attached | subjected to the component similar to 1st, 2 embodiment, and those detailed description is abbreviate | omitted.

  The clutch means 3 ′ according to the present embodiment operates when the vehicle moves forward, and transmits the driving force of the engine E to the wheels via the drive transmission system of the torque converter 1 (can be in a first power transmission state). 3'a and a lock-up clutch means 3'b for transmitting the driving force of the engine E to the wheels without going through the drive transmission system of the torque converter 1 (which can be in the second power transmission state), and the clutch control means 4 The forward clutch means 3′a and the lock-up clutch means 3′b can be optionally operated according to the state of the vehicle to enter the first power transmission state or the second power transmission state.

  The lock-up clutch means 3'b is formed of a lock-up clutch that is formed in the torque converter 1 and can be connected to the turbine T of the torque converter 1. In the connected state, the torque converter cover and the turbine Is configured to be directly connected via a clutch piston. According to the present embodiment, the present invention can be easily applied to a vehicle provided with a lock-up clutch means (lock-up clutch) that has been relatively popular.

  The power transmission device according to the present embodiment has been described above. However, the present invention is not limited to these, and the clutch means transmits the driving force of the engine E to the wheels via the drive transmission system of the torque converter 1. Any form may be used as long as it can be in the power transmission state or the second power transmission state in which the driving force of the engine E is transmitted to the wheels without going through the drive transmission system of the torque converter 1.

  When the vehicle is in a fuel cut state during vehicle deceleration and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is restricted or prohibited, and the clutch means and continuously variable transmission are As long as it is a power transmission device provided with an adjusting means that can prioritize the supply of oil, it can also be applied to devices having different external shapes or to which other functions are added.

DESCRIPTION OF SYMBOLS 1 Torque converter 2 Transmission 3, 3 'Clutch means 3a 1st clutch means 3b 2nd clutch means 3'a Forward clutch means 3'b Lock-up clutch means 4 Clutch control means 5 1st drive shaft 6 2nd drive shaft 7 Damper mechanism 8 Third clutch means 9 Output shaft 10 Mission case 11 Input shaft 12 Cover member 13 Torcon cover 14 Connecting member 15, 16 Interlocking member 17 Case 18, 19 Interlocking member 20 Case 21 Stopper 22 Engine control means 23 Adjustment means 24 Hydraulic Control Circuit 25 Continuously Variable Transmission 26 Regulator Valve 27, 28 Linear Solenoid Valve 29, 30 Solenoid 31 Oil Pump 32 Manual Valve 33 Pressure Accumulation Means 34 Check Valve

Claims (8)

A torque converter having a torque amplification function;
A first power transmission state in which the driving force of the engine is transmitted to the wheels via the drive transmission system of the torque converter, and a first state in which the driving force of the engine is transmitted to the wheels without passing through the drive transmission system of the torque converter. Clutch means capable of two power transmission states;
An oil pump that operates by the driving force of the engine to supply oil to the clutch means and the torque converter, and can operate the clutch means and the torque converter;
A continuously variable transmission in which oil is supplied from the oil pump and a pulley is operated by the oil pressure of the oil, and a gear ratio can be continuously changed;
Clutch control means capable of selectively operating the clutch means in accordance with the state of the vehicle to be in the first power transmission state or the second power transmission state;
Engine control that automatically stops the engine and idles it on condition that the vehicle is below a predetermined vehicle speed, and can start the engine on condition that the brake operation is released or the accelerator is depressed in the idle stop state. Means,
A power transmission device comprising:
When the vehicle is decelerated during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is limited or prohibited, and the clutch means and the A power transmission device comprising adjusting means capable of giving priority to oil supply to a step transmission.   The adjusting means includes a first supply path for supplying oil to the torque converter at a normal time, a second supply path for limiting or prohibiting the supply amount of the oil, and a valve for opening and closing the first supply path by hydraulic pressure. The power transmission device according to claim 1, comprising a hydraulic valve mechanism having   The power transmission device according to claim 2, wherein the valve is constantly urged in a direction to close the first supply path.   In addition to having a pressure accumulating means capable of accumulating oil, when the vehicle speed is reduced to a predetermined value or less when the vehicle is decelerated during the deceleration of the vehicle, the oil accumulated by the pressure accumulating means is released. The power transmission device according to any one of claims 1 to 3, wherein the power transmission device is configured to be supplied to the clutch means and the continuously variable transmission.   The clutch means operates when the vehicle moves forward, and transmits the engine driving force to the wheels via a torque converter drive transmission system. The clutch means operates when the vehicle moves forward to drive the torque converter. In addition to having a second clutch means for transmitting the driving force of the engine to the wheels without passing through a transmission system, the clutch control means optionally selects the first clutch means and the second clutch means in accordance with the state of the vehicle. To the first power transmission state or the second power transmission state, and the fuel speed is cut to the engine during the deceleration of the vehicle, and the vehicle speed becomes a predetermined value or less. The power transmission according to any one of claims 1 to 4, wherein the clutch control means operates only the second clutch means. Location. A first drive shaft which is rotatable by the driving force of the engine via a drive transmission system of the torque converter, and is connected to the first clutch means;
A second drive shaft that is rotatable by the driving force of the engine without going through the drive transmission system of the torque converter, and is connected to the second clutch means;
The power transmission device according to claim 5, wherein the first drive shaft and the second drive shaft are formed concentrically.   The clutch means operates when the vehicle moves forward, and forward clutch means for transmitting the driving force of the engine to the wheels via the drive transmission system of the torque converter, and the engine without passing through the drive transmission system of the torque converter The clutch control means optionally operates the forward clutch means and the lockup clutch means according to the state of the vehicle to transmit the first driving force to the wheels. The power transmission device according to any one of claims 1 to 6, wherein the power transmission state can be a power transmission state or a second power transmission state.   The power transmission device according to any one of claims 1 to 7, wherein the engine control means performs an idle stop on a condition that a gear ratio of the continuously variable transmission is equal to or greater than a predetermined value.

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